Starting engine for locomotives



Dec. 16, 1924. 1,519,599

C. F. STREET STARTING ENGINE FOR LOCOMOTIVES Filed May 9, 1923 4Sheets-Sheet 1 R (Jvwwtp'c (76%, 5 $1 A elf Comm v c. F. STREET STARTINGENGINE FOR LOCOMOTIVES 4 Sheets-Sheet 2 Filed May 2, 1925 I 5140014 60[ye/waif 5746 7 W C. F. STREET STARTING ENGINE FOR LOCOMOTIVES Filed May2 4 Sheet s-Sheet 5 c. F. STREET STARTING ENGINE FOR LOCOMOTIVES FiledMay 2, 1925 4 Shqets-Sheet 4 avwemtoz Patented Dec. 16, 1924.

STARTING ENGENE FOR LOCOMOTIVES.

Application filed may 2,

To all whom it may concern.

Be it known that I, CLEMENT F. STREET, a citizen of the United States,residing at Greenwich, in the county of Fairlield and State ofConnecticut, have invented a cer tain new and useful Improvement inStarting Engines for Locomotives, of which l1l1- provement the followingis a specification.

This invention relates to auxiliary starting engines for locomotives,such as are used for assisting the main engine in starting thelocomotive and train, and in propelling the same at low speeds. Mypresent invention relates more particularly to that type of auxiliarystarting engine in which the piston is connected to an axle through apawl and ratchet, or forward locking and backward slipping clutchconnection, whereby the power is transmitted to the axle only upon theout stroke of the piston. l iith a single cylinder engine, this resultsin an intermittent thrust or application of power, and one of theobjects of my present invention is to provide for a continuousapplication of power from the starting engine to the axle during theentire operation of the engine. For this purpose, one of the features ofmy invention comprises an auxiliary cylinder, piston, and ratchetdevice, in addition to the first or main cylinder of the startingengine, with its piston and ratchet device, and valve mechanism operatedby the movement of said main piston for controlling a supply of steam tothe auxiliary cylinder during the return or back stroke of the mainpiston.

Another feature of my invention comprises improved means forautomatically cut ting off the supply of steam to the motor in case itshould be inadvertently thrown into operation without load upon thelocomotive, or whenever the speed of said motor exceeds a predeterminedrate. Another feature comprises an improved manually operated throttleor control valve device adapted, upon its preliminary movement, tosupply a small quantity of steam, and upon its further movement, to opena larger port for a full supply of steam. According to another featureof my improvement, the release movement of the manually operated controlvalve governs the release action of the cut off valve. Still anotherfeature comprises improved means for adjustably mounting the startingengine upon a truck of the locomo- 1922. Serial No. 636,147.

tive, in order to accommodate the irregular movement of the truck inpassing around curves and over uneven track surface.

These and other features of my invention will now more fully appear fromthe following description of a preferred embodiment thereof, and thepoints of novelty will be vset forth in the appended claims.

In the accompanying drawings: Figure 1 is a horizontal section, takensubstantially in the plane of the axes of the cylinders, of my improvedstarting engine; Fig. 2, a vertical section, taken substantially on theaxis of the main cylinder; Fig. 3, a detached sectional view showing aportion 01": the main cylinder with the automatic cut off valvemechanism; Fig. l, a diagram illustrating the distribution and out offvalve device con nected in operative relation as to ports and passages;Fig. 5, a diagram showing one form of the control device; Fig. 6, asimilar diagram showing a simplified construction of the control valve:Fig. 'i', a detail sectional view showing the mounting of ratchetmechanism and engine casing upon the axle; Fig. 8, a front View,illustrating a preferred form of construction for mounting the enginecylinders upon the truck frame; and, Fig. 9, a side elevation of thesame.

My improved starting engine is designed to be applied to the trailertruck of the locomotive, and transmit power to the trailer axle, but,obviously, it may be applied to any other axle, if desired.

According to the construction shown, my improvement comprises a maincylinder, 5, containing a piston, 6, having a rod, 7, extending outthrough the rear head, 8, and connected with the axle, 9, through a pawland ratchet mechanism. Any suitable ratchet device or equivalent forwardlocking and backward slipping clutch mechanism may be employed, but Ihave shown the outer end of the rod, 7, engaging a vertically slidingblock, 7, mounted on pivot pin, 10 connected to the swinging arms, 10,mounted on the axle, 9, and carrying the pawl, 11, adapted to engage theratchet wheel, 12, keyed upon the axle, and thereby apply power torotate the axle upon the out stroke of the piston. The pawl is held inengage ment with the ratchet wheel during the out stroke by steampressure passing through the hollow rod, 7, and acting on the plunger,

13, and is raised out of engagement with the ratchet during the back orreturn stroke of the piston, by means of the springs, 14, when the steamis exhausted from the cylinder. The main piston, 6,, is moved throughthe return or exhaust stroke by the spring, 15. This construction issubstantially the same as that described in my prior application, filedOctober 3, 1922, Serial No. 592,013.

According to my present improvement, I provide an auxiliary cylinder, 5containing a piston, 6 having a rod, 7 engaging a vertically slidingblock 7 mounted on a pivot pin 10 and provided with a similar forwardlocking and backward slipping mechanism, as above described, fortransmitting power to the axle, 9. Any suitable form of distributionvalve mechanism operated by the movement of the main piston may beemployed for controlling the supply of steam or other motive fluid toand its exhaust from the main cylinder, and the supply to the auxiliarycylinder during the exhaust or return stroke of the main piston. Forthis purpose, I have shown a preferred form of valve mechanismcomprising a main piston valve, 16, controlling supply port, 17,cylinder port, 18, leading to the main cylinder port, 19, leading to theauxiliary cylinder, and exhaust ports, 20 and 21. The main valve isactuated by fluid pressure admitted to its outer piston heads, by meansof the pilot valve, 22, which is located in chamber, 23, of casing, 24,mounted on the main cylinder head, 25, and operated by the stem, 26,extending into the main cylin der, and into the hollow rod, 7 of themain piston, 6. The pilot valve has a fluid supply port, 27, ports,28'and 29, leading to the opposite ends of the main piston valve, 16,and

exhaust port, 30. The pilot valve stein, 26, is provided with a nut, 31,and collar, 32, for engaging the followers, 33 and 34, respectively,slidab-ly mounted in the piston rod, 7, at the opposite ends of a.spring, 35.

In the operation of the apparatus, as thus far described, when the mainpiston has shifted the pilot valve to the position shown in 4, steam orother fluid under pres sure is supplied from chamber, 23, through port,28, to one end of the main valve, while the other port, 29, is connectedto the exhaust port, 30, through the cavity, 36, in the slide valve,The. main valve is thereby shifted to the position for supplying steamthrough ports, 17 and 18, to the main cylinder for forcing out the mainpiston, 6. During this movement, the steam pre sure acts on piston, 13,to hold the pawl in engagement with the ratchet wheel, and the power isapplied to turn the axle. When the spring follower, 33, engages the nut,31, and shifts the pilot valve to its opposite position, steam issupplied to the opposite end of the main valve through port, 29,

piston reaches the inner end of its stroke,

and the follower, 34, engages the collar, 32, on the stem, 26, of thepilot valve,the vlave mechanism is reversed to its former position, aswill be readily understood, steam being again supplied to the maincylinder, while the auxiliary cylinder is open to the exhaust. Thespring, 15, acting on the back of the auxiliary piston, 6 then returnssaid piston to the inner end of its cylinder.

it will thus be seen that the auxiliary piston acts to transmit thepower to the axle during the period. of the return movement of the mainpiston, whether this be longer or shorter, so that continuous power isapplied by the starting engine for turning the axle, 9.

An additional buffer spring, 39, may be mounted between the piston, 6,and a follower, 37, engaging shoulder on the piston rod, and adapted tostrike against the end of an extension, 38, supported on the head, 8,when the piston reaches substantially the outer end of its power stroke.A similar spring, 39 and follower, 37, may be provided for the auxiliarypiston, 6 The auxiliary piston may also be provided with a spring butlercomprising a plunger, 40, and spring, 41, acting as a cushion againstthe inner head of the cylinder when the spring, 15 acts to return thepiston, 6*, 'to its inner position.

Another feature of my improvement, comprises an automatic cut off valvedevice, such as 42, which may alsobe mounted on the head of thecylinder, 5, and is adapted to shut oil the supply of steam to'the maindistribution valve, 16, and cut out the starting engine when the speedexceeds a certain rate. This valve is shown in the form of a pistonvalve, 43, normally held by the spring, 44, in such position as to opencommunication from the supply port, 46, to the port, 1'7,

leading to the distribution valve, 16. The valve, 43, is connected by arod, 45, with a linger, or tappet, 58, which projects through thecylinder, 5, at a point slightly beyond the usual limit of outwardtravel of the piston, 6, at the customary low speed. When, however, thespeed increases to an excessive degree, as when the starting engine isinadvertently thrown into operation, when there is no load on theengine, the piston, 6, will make an excessive travel, compressing bothsprings, 15 and 39, and strike the proec-ting finger, 58, therebyshifting the valve,

43, through the rod, 45, to a position to cutofi communication fromport, 46 to port 17, and to admit steam from port 46 to theouter face ofpiston valve, 43. This pressure then holds the valve in this shut offposition against the power of the spring, ll, until the pressure isreleased from the face of the piston valve, 43. At the time that thepiston makes its excessive travel, the follower, 33, is engaged by thenut. ii, on the valve rod, 26, and the spring, to, is compressed toaccommodate the further movement of the piston. When the pressurereleased from the face of the piston valve, 43, the springl returns thevalve to its normal position. A leakage port, d8, may also be providedin the head of the valve casing. It will be apparent that the cut offvalve device may he used with either a single cylinder or a doublecylinder engine.

The supply of steam from the boiler to the passage, 46, is governed bythe enginemans control or throttle valve device, which is preferablyoperated by a foot pedal or stem, 65, extending above the floor of thecab. Any suitable form of control valve device may be employed, in whichsteam is supplied to the passage, 46, during the time that the valve isheld open, and when closed, operates to cut off said supply and to opensaid passage to the atmosphere.

In the simplified construction of control valve device shown in Fig. 6,the control valve is indicated as comprising the piston valve, 60,normally held by a spring, 61., in the position to close communicationfrom the supply port, 62, to the passage, a6. leading to the out offvalve, and to open said passage, 46, to the atmosphere through exhaustport, 63. lVhen the engineman presses his foot upon the stem, 65, of thevalve, 66, he opens communication from a fluid pressure supply, 67, suchas compressed air, to the pipe or passage, 68, leading to the outer faceof piston valve, 60, and moves said valve to com ress spring, 61, andopen communication from the steam supply, 62, to the passage, L6, tostart the motor. Upon removing the foot from the pedal or stem, 65, thevalve, 66, is closed by the spring, 89, and by fluid pressure actingbeneath the valve, and the fluid pressure acting on the face of valve,60, and air passage, 68., is released to the atmosphere through theloose joint around the stem, 65, and the spring, 61, moves the valve,66., to its normal closed po sition in which the supply of steam is cutoff.

According to the preferred design of control valve device shown in 5,the pedal or stem, 65, is provided with additional ports, and a furthermovement for controlling not only the piston valve, 60, but also anotherpiston valve, 70, in order that a preliminary movement of the stem, 65,may

effect the opening of a small supply port, while the further or finalmovement causes a larger opening and a full supply of steam to thestarting engine.

In the normal position of the parts, the spring, 61, holds the pistonvalve, 60, in position to close communication from the boiler and steamsupply pipe, 62', to the passages, 27 and 46, leading to thedistribution and cut off valve devices, and the spring, holds the valve,70, in such position that the small port, 73, is open, while the largerport, i closed. lVhen the engineman places his foot on the pedal, 65, tostart the engine, he moves it through a prelim nary distance to compressthe spring, 7 9, and open valve, 66, to supply fluid under pressure frompipe, 67, to pipe, 68, and actuate the main piston valve, 60, to opencommunication from. supply, 62, to port, 81, and through small port, 73,to start the engine slowly. Then after the engine is started, theengineman may move the pad 65, further downward, compressing theadditional spring, 80, and bringing the cavity, 7 6, to connect ports,82 and 75, thereby actuating auxiliary piston valve, 7 0, against itsspring, 71, to open the large supply port, 74. The full supply of steamthen flows to the engine. VJ hen the engineman removes his foot from thepedal, the springs, and 7 9., return the same to its upper position, inwhich fluid is released from piston valve, 60, and pipe, 68, throughexhaust port, 78, and fluid from the face of auxiliary piston valve, 70,and pipe, 75, is released through ports, 76 and 77. The springs, 61 and71, then return the respective valves, 60 and 70, to their normalpositions, in which the pipes, 27 and 4.16, are vented to the atmospherethrough the ports, 7 3, 81 and 63. A vent port, 7 2, prevents theaccumulation of any pressure upon the outer face of the piston valve, 70.

By means of this construction, the starting engine moves graduallyforward, and any sudden or violent action which might produce a slippingof the wheels is avoided.

According to another feature of my in vention, the engine is supportedupon the truck frame in such a manner as to accommodate itself to thelateral sliding movement of the trailing truck wheels and the undulatingmovement of the same due to uneven track surface, and a preferredconstruction for this purpose is shown in Figs. 7, 8 and 9.

The casing, 8, which is secured to the back head, 8, of the cylinder,encloses the ratchet gear mechanisn, and has a bearing around the axle,9, preferably on a lateral flange of the swinging arm, 10, as shown inFig. 7. The cylinder, 5, may be provided with a lug, 50, which ispivotally mounted on a pin, 54:, supported at its ends in the lugs, 53,formed upon the saddle or sleeve,

- 52, which is loosely mounted on the tubular support or pipe, 51. Thesleeve may be provided with grease pockets, 55, and is adapted to haveboth a sliding and a rotary movement upon the pipe, 51, which may besupported on the truck frame in anysuitable manner. The length of thelug, 50, at its bearing on the pin, 54, is preferably somewhat less thanthe distance between the supporting lugs, 53, thereby providingconsiderable play to allow for variations in distance between thetrailing axle and the supporting pipe. The axis of the cylinder orcylinders, of which there maybe one or more, will normally be inclinedmore or less to a horizontal plane depending upon the elevation of thepipe, 51, relative to the axle, 9. This construction provides asubstantially universal bearing for supporting the engine, either one ormore cylinders, as the same may turn either laterally or longitudinallyand may also slide laterally to provide for the lateral motion of thetruck axle.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent is:

l. In a locomotive starting engine, the combination with a maincylinder, piston, and a forward locking and backward slipping clutchmechanism operated thereby for driving an axle, of an auxiliarycylinder, piston, and a forward locking and backward slipping clutchmechanism, and a valve mechanism for controlling a supply of motivefluid to said auxiliary cylinder during the return stroke of the mainpiston.

2. in a locomotive starting engine, the combination with a maincylinder, piston, and a forward looking and backward slipping clutchmechanism operated thereby for driving an axle, of an auxiliarycylinder, piston, and a forward locking and backward slipping clutchmechanism, and a valve mechanism operated by the movement of the mainpiston for supplying motive fluid to the main piston for its full outstroke and to the auxiliary cylinder during the return stroke of saidmain piston.

8. In a locomotive starting engine, the combination with a maincylinder, piston, and aforward locking and backward slipping clutchmechanism operated-thereby for driving an axle, of an auxiliarycylinder, piston, and a forward looking and backward slipping clutchmechanism, and a distribution valve mechanism comprising a pilot valveoperated by the movement of the main piston, and a fluid operated valvegoverned by said pilot valve for controlling a supply of motive fluid tothe auxiliary cylinder during thereturn stroke of the main piston.

l. in a locomotive starting engine, the combination with a maincylinder, piston, and a forward locking and'backward slipping clutchmechanism operated thereby for driving an axle, of an auxiliarycylinder, piston, and a forward looking and backward slipping clutchmechanism, and a valve mechanism operated by the movement of the mainpiston to supply motive fluid to the main piston in one position and inthe other position to exhaust fluid from the main cylinder, and tosupply fluid to said auxiliary cylinder. I

5. In a locomotive starting engine, the

combination with a main cylinder, piston, and a forward looking andbackward slipping clutch mechanism operated thereby for driving an axle,of an auxiliary cylinder, piston, and a ratchet or clutch mechanism, avalve mechanism operated by the moveni nt of the main piston to supplymotive fluid to the main cylinder and to open the exhaust from theauxiliary cylinder in one position, to open the exhaust from the maincylinder and supply fluid to the auxiliary cylinder in another position,and springs for moving said main and auxiliary eistons through theirreturn strokes.

6. In a locomotive starting engine, the combinationwith a cylinder,piston and a forward locking and backward slipping clutch mechanismoperated thereby for driving an axle, of a valve mechanism operated bythe normal travel of the piston for controlling the supply of motivefluid to the cylinder, and a cut off valve device operated by anexcessive travel of the piston for shutting off the motive fluid supply.

'7. In a locomotive starting engine, the combination with a cylinder,piston and a forward locking and backward slipping clutch mechanismoperated thereby for driving an axle, of a valve mechanism operated bythe normal travel of the piston for controlling the supply of motivefluid to, and the exhaust from, one end of said cylinder, a spring formoving the piston through its return stroke, and a cut off valve deviceoperated by an excessive travel of the piston to shut ofl the motivefluid supply to said valve mechanism.

8. In a locomotive starting engine, the combination with a cylinder,piston and a forward looking and backward slipping clutch mechanismoperated thereby for driving an axle, of a valve mechanism operated bythe normal travel of the piston for controlling the supply of motivefluid to the cylinder, a cut off valve for closing the supply of motivefluid, a rod connected to said cut oil valve, and a tappet on said rodadapted to be engaged by the piston upon excessive travel.

9. In a locomotive starting engine, the

combination with a cylinder, piston and a forward looking and backwardslipping clutch mechanism operated thereby for drivmg an axle, of avalve mechanism operated spring adapted to be by the normal travel ofthe piston. for con trolling the supply oil? HIOiilVQ fluid to thecylinder, a spri for moving the piston through returi'i stroke, anotherbutler cominessed by an excessive travel of the piston, and a Elli; ottvalve device operated by an excessive travel of the piston for shuttingoil the supply of motive fluid.

10. In a locomotive starting engine, the combination with a cylinder,piston and a forward locking and backward slipping clutch mechanismoperated thereby for driving an axle, of valve mechanism operated by thenormal travel oi the piston for controlling the supply of motive fluidto the cylinder, a cut oil valve device operated by an excessive travelof the piston to shut off the supply of motive fluid, and a manuallyoperated valve for controlling the release of the cut oil? valve device.

ll. In a locomotive starting engine, the combination with a cylinder,piston, and a forward locking and backward slipping clutch mechanismoperated thereby for driving an axle, of a valve mechanism operated bythe normal travel of the piston for controlling the supply of motivefluid to the cylinder, and a cut off valve device operated by anexcessive travel of. the piston for shutting oil the supply of motivefluid, said out on valve having a piston subject to pressure of themotive fluid in the cut off position.

12. In a locomotive starting engine, the combination with a cylinder,piston, and a forward locking and backward. slipping clutch mechanismoperated thereby tor driving an axle, of valve mechanism operated by thenormal travel of the piston for controlling the supply of motive fluidto the cylinder, a cut off valve device comprising apiston valve havingone face subject to fluid pressure in the cut off position for holdingthe same in that position, and a spring for moving said valve to itsopen position when the pressure is released from said face of thepiston.

13. In a locomotive starting engine, the combination with a cylinder,piston, and a forward locking and backward slipping clutch m chanismoperated thereby for driving an axle, of a valve mechanism operated bythe normal travel of the piston for controlling the supply of motivefluid to the cylinder, a cut off valve device operated by an excessivetravel of the piston for shutting off the supply of motive fluid, saidout 0E valve having a piston subject to fluid pres sure for holding thevalve in the cut off position, and a manually operated valve device forcontrolling the supply of motive fluid to said cut off valve device.

14. In a locomotive starting engine, the combination with a cylinder,piston, and a forward locking and backward slipping clutch mechanismoperated thereby for driving an axle, valve mechani m operated bv thenormal travel of the pi or ii ling the supply of motive uid to thecylinder, a cut oil valve device operated by an excessive travel of thepiston for shutting:- oil the motive fluid supply, and a spring forpermitting said excess movement between the piston and the valvemechanism.

15. In a locomotive starting engine, the combination with a cylinder,piston, and a forward locking and backward slipping clutch mechanismoperated thereby tor driving an axle, a valve mechanism operated v thenormal travel oi the piston for controlling the supply oft motive fluidto the cylinder, a cut off valve device operated by an excessive travelof the piston for shutting off the motive fluid supply, a valve stemext-ending within the piston rod, a follower for actuating said stem,and a spring bearing on said follower to permit the excess travel of thepiston.

16. In a locomotive starting engine, the

combination with a cylinder, piston, and

forward locking and backward slipping clutch mechanism operated therebyfor driving an axle, a valve mechanism for controlling the supply ofmotive fluid to the cylinder, a valve stem extending within the pistonrod for actuating said valve mechanism, followers mounted in the pistonrod and a spring between said followers.

17. i control device for locomotive starting engines, comprising a mainpiston valve, governing the steam supply through a small port, anauxiliary piston valve governing a larger supply port, and a manuallyoperated valve having ports and passages for first actuating said mainpiston valve upon apreliminary movement, and then actuating theauxiliary piston valve upon a further movement.

18. A control device for locomot've starting engines, comprising a fluidpressure actuated valve having an open position for supplying motivefluid to the engine supply passage, and a closed position for shuttingof? the supply and opening said passage to the atmosphere, and a pedaloperated valve for controlling said pressure actuated valve.

19. In a locomotive starting engine, the combination with a support, anda sleeve mounted on said support, of an engine cylinder, pivotallyconnected to said sleeve and adapted to slide laterally relativelythereto.

2O In a locomotive starting engine, the combination with a cylindricalsupport, and a sleeve rotatably and slidably mounted thereon, of anengine cylinder pivotally connected to said sleeve and adapted to swinglaterally thereon.

21. In a locomotive starting engine, the

cornbinationwith a cylindrical support and slidably mounted thereon, ofa longitudinal av sleeve rotatebly and slidably mounted pin supported onsaid sleeve of an engine thereon, of a longitudinal pin supported oncylinder pivoted on said pin and having 10 said sleeve, and anengine'oylinder having longitudinal play thereon. 5 a lug pi'v'otall}mounted on said pin. In testimony whereof I have hereunto set 22. In alocomotive starting engine, the my hand. combination with a support anda sleeve CLEMENT F, STREET.

